Fuel injector



Jan. 10, 1961 A.. G. SELLERS FUEL INJECTOR Filed Jan. 9. 1959 4 Sheets-Sheet 1 INVEN TOR.

ARTHUR G. SELLERS ATTORNEY Jan. 10, 1961 A. s. SELLERS 2,967,697

FUEL INJEoToR Filed Jan. 9, 1959 4 sheets-sheet 2 ATTORNEY Jan. l0, 19.61 A. G. SELLERS 2,967,697

FUEL INJECTOR Filed Jan* 9, 1959 4 Sheets-Sheet 3 INVENTOR.

ARTHUR G. SELLERS BY Z5v 7o www ATTORN EY Jan. 10,'1961 A. G. SELLERS I 2,967,697

v FUEL INJEcToR Filed Jan. 9, 1959 4 Sheets-Sheet 4 ATTORNEY United States Patent 7 FUEL INJECTOR Arthur G. Sellers, 1591 Cunard Road, Columbus, Ohio Filed Jan. 9, 1959, Ser. No. 785,955

14 Claims. (Cl. 261-23) This invention relates to fuel injectors for internal combustion engines, particularly to improvements in fuel feed systems of the type set forth in my U.S. Patent 2,714,501. Y

' A preferred form of fuel injector for an internal combustion engine according to the present invention comprises means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine, a fuel metering valve connected to receive fuel from the supplying means, an atomizer connected to receive fuel from the metering valve and to discharge the fuel in a line spray to the engine, an air horn comprising an air throttle valve, for supplying air to the intake manifold, and operator controlled means for adjusting the air 'throttle valve and the fuel metering valve. Various preferred details and advantageous features are apparent from the present specification and claims.

In the drawings:

Fig. 1 is a somewhat diagrammatic elevation of a fuel injector system according to this invention as employed with an internal combustion engine.

Fig. 2 is a sectional elevation of the condenser.

Fig. 3 is a sectional elevation of the pressure regulator valve.

Fig. 4 is a sectional perspective view of the air horn and metering valve.

Fig. 5 is an exploded perspective view of the metering valve.

Fig. 6 is a sectional elevation of the metering valve.

Fig. 7 is a cross sectional view taken on the plane 7-7 of Fig. 6.

Figs. 8, 9, 10 are cross sectional views taken on the plane 8 8 of Fig. 6 and showing the control rod in various angular positions.

Fig. l1 is a sectional elevation of the atomizer.

Fig. 12 is a fragmentary View of the lower end of the atomizer with parts thereof in a different position from that of Fig. 11.

Fig. 13 is a fragmentary sectional elevation of parts in the air horn during idling.

Fig. 14 is a fragmentary perspective view of parts in the air horn during idling.

Fig. 15 is an elevation of the valve control linkage.

Fig. 16 is a reduced perspective view of the air horn.

Figs. 17, 18, 19, and 20 are diagrammatic views of the injector system of Figs. 1-16, illustrating the relative positions of the parts under various load and operating conditions.

Fig. 21 is a view similar to Fig. l illustrating a modied form of the invention.

Fig. 22 is a sectional elevation of the metering valve and an associated linkage of Fig. 21.

Fig. 23 is an exploded perspective view of the metering valve of Fig. 22.

Fig. 24 is a sectional elevation of an atomizer of Fig. 2l.

Fig. 25 is a bottom view of the lower end of the atomizer of Fig. 24.

2,967,697 Patented Jan. 1.0, 1.19611 Fig. 26 is an exploded perspective view of the lower portion of the atomizer of Fig. 24.

Fig. 27 is a sectional elevation of part of the air horn of Fig. 21.

Fig. 28 is a perspective view, partly in section and with parts cut away, of a substantial part of the fuel injector system of Fig. 21.

Referring to Fig. 1, fuel is supplied to the vehicle from a fuel tank 30 to a short conduit 31 leading from the bottom of the tank 30 to an auxiliary fuel pump 32, which may be of the conventional lever and diaphragm type, an electrically powered type, or other convenient type. The auxiliary pump 32 maintains a continuous supply of fuel through a long conduit 33 to a condenser 34, details of which are shown in Fig. 2. In the housing 35 of the condenser 34 are an inlet 36 connected to the conduit 33, an outlet 37 connected to a conduit 38, and

a vent 39. A compression spring 40 normally maintains a diaphragm 41 in its upper position as shown in Fig. 2. The conduit 38 is connected to an engine-driven, constant-pressure pump 42, which may be of substantially conventional lever and diaphragm type or other convenient type. The condenser 34 holds an amount of fuel suiiicient to enable the fuel pump 42 to provide constant fuel pressure to a conduit 43. During the intake stroke of the fuel pump 42 when it removes fuel from the con'- denser 34 faster than the fuel is supplied to the condenser 34, a partial vacuum is produced below the diaphragm 41, permitting atmospheric pressure applied to the dia'- phragm 41 through the ven-t 39 to press the diaphragm 41 downward. During the power stroke of the fuel pump 42' the compression spring 40 presses the diaphragm 41 back to its upper position, as in Fig. 2, pulling in fuel from the auxiliary pump 32 through the conduit 33 and the inlet 36.

Fuel is pumped from 'the pump 42 through the conduit 43 to conduits 44 and 45 to which it is connected. The conduit 44 is connected to the inlet 46 of a pressure reguf lating and by-pass valve unit 47 (see also Fig. 3), in which an outlet 48 is connected to a return conduit 49 leading into the top of the fuel tank 30. v

The pressure regulating valve unit 47 comprises a valve body 50 having a vertical bore 51 therethrough, with (a lateral passage 52 opening into the bore 51 intermediate its ends.

A valve stem 53 is slidable in the bore 51 below as uitf able packing gland 54, and at its lower endportion the stem 53 is formed with a downwardly taperingv valve face 55, and therebelow an upwardly tapering valve face 56. f

Upon downward travel of the valve stem 53, the valve face 55 moves toward and finally engages an annularseat 57 in the bore 51 below the lateral passage 52, while on upward motion of the valve stem 53, the upwardly tapered valve face 56 works lirst in plug-like, progressively flow restricting relation lto the seat 57, and then passes closely through the latter and continues upward to a raised open position.

A bleed duct 58 connects diagonally between the bore 51 below the valve assembly and the lateral passage `52' outwardly of such assembly; said bleed duct 58 being to prevent any excessive pressure build up in the system and to permit such excess to bleed back to the fuel tank 30; this being especially desirable when the engine is stopped and ooding of the injector system might otherwise occur.

The valve stem 53 and the above described valve as, sembly, including the valve faces 55 and 56, work in response to the vacuum in the intake manifold 59 of vthe engine 64 as follows: Y f Y' A cylindrical housing 60 mounted above the valve body 50 supports a flexible diaphragm 61 urged downjf -wardly by a spring 65, and urged upwardly by the vaci um imposed'forn the intake manifold 59 through a conduit62'.

An adjustable rod 63 extends downwardly from the diaphragrnl and connects to the upper end of the valve stem 53in the housing 60:

The. function of the pressure regulating valve unit 47 willhereinafter appear; it being generally understood that suchvalve unit is for theppurpose of bypassing aregulated`amount of` the fuel under pressure from the fuel pump 42 back to the fuel'tank 30 under. operating conditions where a leaner fuel mixture is desired; such leaner mixture resulting from the reduction of fuel pressure at the metering valve70.

The conduit 45 (Fig. 1') is connected to a metering valve 70` in an air horn 71 (see also Fig. 4). The air horn is fastened'at its lower end by an attachment flange 72' to the intake manifold 59 of the engine 64. The metering valve 70 includes a cylindrical sleeve 73 mounted in the upper end'of the air horn 71. In the sleeve 73 are a contro] slot 74 and a drain 75 (see also Figs. 5-10). Fitting snugly, but rotatably in the sleeve 73 is a cylindrical control rod 76 having an annular recess 77 registering with the drain 75 and a semicylindrcal end portion 78, for opening or closing the path for fuel in the sleeve 73 to part or all of the control slot 74 depending upon the angular position of the control rod 76.

A fuel atomizer 80 is held tightly against the sleeve 73 ofthe metering valve 70 by a bracket 81 (Fig. 4). Referring to Figs. 1l and 12, the atomizer 80 includes a circular cap 82, a hemispherical body 83, and a depending cylindrical nozzle casing 84. A diaphragm 85 in the atomizer 80 is,` connected to a hollow cylindrical valve piston 86, which is closed at its lower end 87 (Fig. l2) and ,which tits `snugly but slidably in the nozzle casing 84. A spring 88 presses the diaphragm 85 upward to the position shown in Fig. 11 when the engine is not running. Holes 89. in the atomizer body 83 below the diaphragm 85 vent this region to the atmosphere. When the pressure above the diaphragm 85exceeds the spring pressure below it, 4the diaphragm 85 moves downward, moving the valve piston 86 downward also. In a position a short distance below that in Fig. 11the lower ends of idle atomizer ports 90`extend below the nozzle casing 84 permitting fuel to be expelled therethrough (Figs. 13 and` 14) from the inside ofthevalve piston 86. In a slightly lower position thelower ends of main atomizer ports 91 also extend below the nozzle casing S4 permitting more fuel to be expelled. In a still lower position, as shown in Fig. 12, the openings 92 also extend below the nozzle casing 84 permitting fuel to be expelled at a maximum rate.

The air horn 71 comprises a vertical air intake throat 92, which may be ared at its upper end as is indicated at 93, and xedly connected at its lower end to the flange .72. Below the atomizer 80 in the air intake throat 92 is an air'valve 94 of the buttery type iixedly attached to a shaft 9S, which is rotatably mounted in the throat 92 slightly forward from the axis of the throat 92 as viewed in Fig. 4 (to the right of the axis as viewed in Fig. 13). (Idler-ports 96 are provided in the air valve 94.

The air valve positioning shaft 95 is connected by an adjustable linkage 97 to control the angular position of the control rod 76 in the metering valve 70. The relationship between the position of the air valve 94 and the position of the control rod 76 is varied slightly for optimum performance in accordance with engine temperature by a bimetallic arm 98 (see also Fig. 15). A passage 99 through the wall of the air horn 71 transmits engine heat from the exhaust manifold (not shown) to the bimetallic arm 98. This heat is substantially confined within the space immediately surrounding the bimetallic arm 98 and the rest of the linkage 97 by an enclosure 100 (see also Fig. 16). A passage 117 in the wall of the air intake throat 92leads.,to,a, conduit 118 connected to a conventionalautomatic distributor advancecontrol (not shown).

.4 The passage 117 is closed when the air valve 94 is closed, as in Fig. 13.

The angular position of the air valve 94 is controlled in part by a control arm 110, which is connected by a suitable linkage (not shown) to the accelerator pedal of the vehicle. The control arm is rotatably mounted on the shaft 95, and includes a hub 111 having faces 112, 113 for limiting the positfoniatany given time of a pin 114, which is flxedlyr attached to the shaft 95. A spring 115 mounted on the shaft 95' with one end connected to the pin 11'4vand with the other` end connectedzto a fixed pin 116 partially controls the angular position of the shaft 95 within the limitssetby the positionof'the control arm 110. The spring 115'presses the air valve 94 toward a position about l() to 20 degrees away from its closed position, pressing the pin 114 toward the face 113 on the hub 111 except when the control arm 110 is within l0 to 20 degrees of the position shown in Fig. 4 with the hub face 113 pressing against the pin 114 to close the airvailve 94. Any vacuum in the intake manifold 59 causes the atmospheric pressure against the top of the air valve 94 to press it toward the face 112 on the hub 111; since-the shaft 95'islocated'forward'ofthe center of theV aiirvalve 94`as viewed in Fig. 4. The excess weight-of the heavier .Side of'the air valve 94 also tends=to open it. Thus the position ofthe' air valve 94 at'any instant is determined largely bythe position ofthe control arm 110, which sets the4 limits,l and partially by the net force of the spring 1-1'5 andthe weight of, andair pressure on, the air valve 94,` which may force the pin 114 against one of the faces 112, 113ofA the hub 111 or may cause the pin 114 to be located in any position between the hub faces 112, 113.

Referring to Figs. 3 and 17, there is no vacuum in the intake manifold 59 just before the engine is started. Consequently theV spring 65 pressesthe valve face 55 down against the seat 57 and no fuelis bypassed to'the tank 30`except a small amount bledoff through the bleed duct 58. Thus the full pressure from the fuel pump 42 is available to start the engine quickly when the starter turns over the engine. With the accelerator depressed to open the metering valve 70 (see also Fig. 8) and the air valve 94,.the pressure of the fuel forces the valve piston 86 in the atomizer 80 (see also Figs. 1l and 12) downward substantially to its lowest position delivering atomized fuel to the engine at a high rate. The system also operates in this manner to provide maximum acceleration at full throttle when the engine is already running.

When the engine is idling, the parts move to the positions shown in Fig. 18, with the air valve 94, the metering valve 70, and the atomizer S0` substantially closed (see also Figs. 10, 11, and 13). The intake manifold 59 has a high vacuum, sufficient to move the diaphragm 61V and the valve stem 53 upward to the position shown in Figs; 3 and 18, with the lower end of the taper valve face 56 substantially closed in the Seat 57. No fuel is bypassed to the tank 30, andthe full pressure from the fuel pump 43 is applied to force a small jet of fuel to the engine as illustrated in Figs. 13 and 14.

Fig. 19 shows the positions of the parts when the accelerator pedal is partly depressed, opening both the air valve 94 and the metering valve 70 partially (see also Figs.- 4 and 9). 'Ihe intake manifold 59 has a lower vacuum (higher absolute pressure) than it has during idling, and the spring 65 (Fig. 3) presses the valve stern 53 downward to an intermediate position as shown in Fig. 19, with the valve faces 55 and S6 providing an opening inside the seat 57. Seme of the fuel-is bypassed through the passage 52 and the conduit 49 back to the fuel tank 39,A and the fuel pressure is reduced in the conduits 44, 45 and the metering valve 70. Thus the fuel is fed to the engine at a reducedrate and the richness of the mixture of fuel and air in the engine is reduced. This action provides optimum engine operation and fuel economy. The spring 88 in the atomizer 80V (Fig. 11;)

presses the valve piston 86 upward to an intermediate position to maintain the spray in accordance with the reduced pressure.

When the vehicle is decelerating in gear as in coasting before a stop or down a hill the positions of the parts are as shown in Fig. 20. The intake manifold 59 has a maximum vacuum (lowest absolute pressure) and the diaphragm 61 (Fig. 3) moves upward lifting the valve stem 53 to its hivhest position, with the valve faces 55 and 56 both above the seat 57. This permits considerable bypassing7 of fuel back to the tank 30, and greatly reduces the pressure of the fuel delivered to the engine. The air valve 94, the metering valve 70, and the atomizer 80 are substantially closed as during idling (Figs. 10, 11, 13, and 18).` Thus, with low fuel pressure and substantially closed valves, fuel is conserved as only a negligible amount is delivered to the engine.

The pressure regulating Valve unit 47 also compensates for changes in atmospheric pressure caused by altitude or weather. With the engine receiving less air at a higher altitude, for example, the engine speed decreases, resulting in a lower vacuum in the manifold 59. This drop in vacuum works the pressure regulating valve unit 47 in a manner to permit of slight lowering of the valve stem 53, which lowering, when in a running position as in Fig. 19, affords an increase in the bypassing of fuel. This lowers the fuel pressure at the metering valve unit 70, and thereby maintains a properly proportioned air-fuel ratio for higher altitude operation.

The pressure regulating valve unit 47 further adjusts the air-fuel ratio proportionate to engine wear. As the engine wears through use, the valve and ring clearance increases and manifold vacuum reduces. The diaphragm 61 then works the valve stem 53 in a manner to slightly increase the bypassing of fuel, reducing fuel pressure at the metering Valve unit 70, whereby' less fuel is injected into the engine, and the proper air-fuel mixture is maintained.

When the engine is stopped some pressure remains momentarily in the pressure system. This occurs as a result of the pressure dampener or condenser 34 being charged and the pressure pump 42 being on the discharge stroke. Most of the fuel under pressure is allowed to escape past the pressure regulating valve 47. The valve 47 is relieved a small amount by the bleed duct 58 to permit the fuel under pressure to escape when the valve is seated. Some of the fuel flows out the idle jets 90-90 into the manifold 59. This serves as an automatic primer if the engine is started again -within a reasonable length of time.

The bimetallic arm 98 in the linkage 97 (Figs. 4 and 15) between the air valve 94 and the metering valve 70 .adjusts their relative positions in accordance withV engine temperature, so that the mixture of air and fuel supplied to the engine 64 is richer in fuel whenthe engine 64 is cold, and becomes leaner as the temperature increases in the exhaust manifold of the engine 64.

When the engine 64 is being started the operator presses the accelerator pedal, moving the control arm 110 to the left or counterclockwise as viewed in Fig. 4, permitting the spring 115 to open the air valve 94 about 10 to 20 degrees. When the engine is running under a moderate load, the vacuum in the intake manifold 59 is sufficient to overcome the force of the spring 115 and thus to keep the pin 114 on the shaft 95 pressed against the leading hub face 112, providing the same positive control of the air valve 94 and the metering valve 70 by the operator as if the control arm 110 were rigidly attached to the shaft 95. When the engine 64 encounters a heavy or increasing load, and the vacuum is weak, the spring 115 presses the pin 114 back (clockwise in Fig. 4) against the trailing hub face 113. Thus, when accelerating, the control arm 110 rst moves counterclockwise through the angle of play, preferably about 10 to 30 degrees, between the hub faces 112 and 113 before it pro- 6 duces any further opening of the air valve 94 andthe metering valve 70. When the engine speed increases sufficiently to overcome the load and to increase the manifold vacuum and thus the air velocity in the air horn 71, the valves 94, 70 open further until the pin 114 again similarly to maintain an optimum ratio of air to fuel over` the engines complete range of speed and load conditions. On an upgrade, as the engine speed drops, the lower vacuum permits the spring to decrease the fuel supply proportionately by rotating the shaft clockwise and moving the pin 114 from the leading hub face 112 to the trailing hub face 113.

A modied form of the invention is illustrated in Figs. 21-28. Referring to Fig. 2l, fuel is supplied to the vehicle from a fuel tank 30a to a short conduit 31a leading from the bottom of the tank 30a to an auxiliary fuel pump 32a, which maintains a continuous supply of fuel through a long conduit 33a to a condenser 34a. The condenser 34a is connected by a conduit 38a to a fuel pump 42a, which pumps fuel at constant pressure through a conduit 43a to conduits 44a and 45a. (See also Fig. 28.) The conduit 44a is connected to the inlet of a pressure regulating and by-pass valve unit 47a in which an outlet is connected to `a return conduit 49a leading into the top of the fuel tank 30a. All of the above items may be similar in construction and function to the items in Figs. 1-20 having the corresponding reference numerals without the subscripts. The top port in the valve unit 47a is connected by a conduit 62a to the intake manifold 59a.

The conduit 45a is co-nnected by a fitting 120 to the inlet port 121 of a metering valve 122, details of which are shown in Figs. 22 and 23. A cylindrical barrel 123 includes a cylindrical bore 124 in which are fitted a flat inner seal 125, a compression spring 126, a short annular valve seat 127, a long annular sleeve 128 having four slit shaped orifices 129-129, and a cylindrical valve stem 130 having a cam ride 131 at its left end and an intermedia-te neck 132 to hold an O-ring 133. A at end seal 134 and an end cap 135 hold t-he above members in place with the orifices 129-129 in registry with four outlet ports 136-136.

The outlets 136-136 are connected respectively by conduits 139-139 to the inlet ports 140-140 of four fuel atomizers Sila-80a, each of which furnishes fuel to two cylinders of the eight cylinder engine 64a. Referring to Fig. 24, each atomizer 80a includes a hemispherical cap 82a, a lower hemispherical body 83a, and a depending cylindrical nozzle casing 84a. A diaphragm V85a in the atomizer 80a is connected to a hollow cylindrical valve piston 86a, which is closedV at its lower end 87a (see also Figs. 25 and 26) and which ts snugly but slidably in the nozzle casing 84a. A spring 88a presses the diaphragm 85a upward to an upper position when the engine is not running. A hole 89a in the atomizer body Y nozzle casing 84a and the valve piston 86a and collect inn The fuel atomizer` the neck 144 of the valve piston 86a. 80a is xedly mounted on a cylindrical mounting support 145 in the engine-manifold 146 above and midway between the two engine cylinders 147--147 to which it supplies fuel. A gasket 148 between the atomizer 80a and the support 145 seals the connection of the vent hole 89a to a hole 149 in the support 145 connecting with the conduit 141.

When the pressure above the diaphragm 85a exceeds the spring pressure below it, the diaphragm 85a andthe valve piston 86a move downward from their upper position tothe position shown in Fig. 24 permitting fue] to be expelled from the inside of the valve piston 86a through a pair of atomizer ports Qld-91a to the respective cylinders 147-147. The downdraft of air through the adjacent holes 142-142 aids in atomizing the fuel.

Referring now to Figs. 27 and 28, the air horn 71a is similar to the air horn 71, diifering primarily in that it does not house a metering valve or an atomizer. The vertical air intake throat 92a, which may be flared at its upper endasin the air horn 71, is shown as not being so flared. A mounting flange could be used as in the air horn 71, but the air intake throat 92 is shown as being formed integrally with the intake manifold 59a. The air valve 94a, which does not have any openings in it, is fixedly attached to the shaft 95a, which is rotatably mounted in the throat 92a slightly forward from the axis of the throat 92a as viewed in Fig. 28 (to the right of the axis as viewed in Fig. 27).

The air valve positioning shaft 95a is connected by the linkage 97a (Figs. 22 and 28) to an eccentric cam 152, which bears against the cam ride 131 of the metering valve 122 and thus controls the amount of opening provided by the orifices 129-129 to the outlet ports 136-136. The relationship between the position of the air valve 94a and the position of the cam 152 is varied slightly for optimum performance in accordance with engine temperature by the bimetallic arm 98a in the linkage 97a. A passage 99a through the wall of the air horn 71a transmits engine heat from the exhaust manifold (not shown) to the bimetallic arm 98a. This heat is substantially confined within the space immediately surrounding the linkage 97a by the enclosure 1i0a, on which the metering valve 122 is iixeclly mounted by means of the end cap 135. The passage 11741 in the wall of the air intake throat 92a leads to a conduit 118g connected to a conventional automatic distributor advance control (not shown). When the air valve 94a is closed it closes the passage 117a, as in Fig. 27. A passage 153 in the upper portion of the wall of the air intake throat 92a is connected to the conduits 141-141, venting the atomizers Sila-80a to the atmosphereV through a conventional air cleaner (not shown), which may be mounted on the upper end of the air horn 71a.

The angular position of the air valve 94a is controlled in part by a control arm 11051, which is connected by a suitable linkage (not shown) to the accelerator pedal of the vehicle. The control arm l10n is rotatably mounted on the shaft 95a, and includes a hub 111a having faces 112:1, 1130 for limiting the position at any given time of a pin 11am, which is fixedly attached to the shaft 95a. A spring 115s mounted on the shaft 95a with one end connected to the pin 11411 and with the other end connected to a fixed pin 116er partially controls the angular position of the shaft 95a within the limits set by the position of the arm l10n.

The throttle regulating mechanism 94a, 95:111011-11611 operates in the same manner as does the substantially identically mechanism in Fig. 4. In general, the modied form of the invention shown in Figs. 21-28V operates in the manner described earlier in connection with Figs. 17-20, with a few minor differences that are obvious from the differences in the drawings and descriptions of the corresponding components. Of course, one or more of the components of Figs. 21-28. could be substituted` with obviousv minor adaptations for the corresponding com ponents or component in Figs. 1-20, and vice versa.

When the engine is idling, the atomizer ports 91a--91a are open only a small amount. A high vacuum (low pressure) is present in the intake manifold 59a, and air flows rapidly through the nozzle passages 142--142 past the atomizer ports 91a-91a, providing a tine spray so that the engine idles eticiently and consumes only a negligible amount of fuel.

1t is realized that various modifications of the invention may be made without departing from the spirit and scope thereof and without the exercise of further invention. No attempt is made here to exhaust all such possibilities. It will be understood that the words used hereinare words of description rather than of limitation, and that various changes may be made without departing from the spirit or scope of the invention herein disclosed.

What is claimed is:

1. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a fine spray to said engine; an air horn comprising'an. air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said adjusting means comprising means for varyingthe adjustment ofsaid air throttle valve and said fuel metering valve in response to the air velocity in said air horn to regulate the ratio of fuel to air supplied to` said engine.

2. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a fine spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said adjusting means comprising means for varying the adjustment of said air throttle valve and said fuel metering valve in response to the air velocity in said air horn to regulate the ratio of fuel to air'supplied to said engine, including means controllable by the operator for determining a range of positions within which said-valvesmaybeadjusted and automatic means for adjusting said valves within said determined range.

3. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated inresponse to the air pressure in the intake manifold ofthe engine; a fuel metering valve connected to receive fuel fromV said supplying means; an atomizer connected to receive fuel from saidmetering valve and to discharge said fuel in a ne spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said adjusting means comprising means for varying the adjustment of said air throttle valve and said fuel metering valve in response to the air velocity in said air horn to regulatethe` ratio of fuel to air supplied to said engine,` including means controllable by the operator for determining a range of positions Within which said valves may be adjusted, yieldable means for pressing said valves toward a predetermined setting, and means for increasing the opening of' said fuel metering valve in response to increased air` velocity.

4. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure-regulatedin response to the air pressure in the intake manifold vofthe engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a fine spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering Ivalve; said air throttle valve comprising a butterfly type valve in said air horn; said adjusting means comprising a shaft for rotating said butterfly valve connected thereto on a line spaced from the center of said butterfly valve, a control arm rotatably mounted on said shaft and including a pair of opposed surfaces angularly spaced 5. A fuel injector according to claim 4, said linkingV means comprising a bimetallic member responsive to Aengine temperature for controlling the relative positions of said air throttle valve and said metering valve to decrease and increase, respectively, the ratio of fuel to air supplied to the engine in response to increased and decreased engine temperature.

6. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a fine spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said fuel metering valve being mounted in said air horn toward its outer end from said air throttle valve; said atomizer being attached to said metering valve, communicating directly therewith, and comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a line spray of fuel in said air horn.

7. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a fine spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said :fuel metering valve; said fuel metering valve being mounted in said air horn toward its outer end from said air throttle valve; said atomizer being attached to said metering valve, communicating directly therewith, and comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a tine spray of fuel in said air horn, and means in said atomizer for controlling the position of said piston to increase and decrease, respectively, the exposed area of said ports in response to increased and decreased fuel pressure in said atomizer.

8. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake mani- 1 o fold of the engine;`a fuel metering valve'connected'to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a ne spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means` for adjusting said air throttle valve and said fuel metering valve; said fuel metering valve being mounted in said air horn toward its outer end from said air throttle valve; said atomizer being attached to said metering valve, communicating directly therewith, and comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a fine spray of fuel in said air horn, at least one said port extending beyond at least one other said port.

9. A fuelinjector for an internal combustion engine, comprising: means for supplying fuel at a pressureregulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a tine spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said atomizer comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a fine spray of fuel in said air horn.

l0. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering Valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a line spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; sa'd atomizer comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a fine spray of fuel in said air horn, at least one said port extending beyond at least one other said port.

11. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from s-aid supplying means; an atomizer connected to receive fuel from said metering valve and to discharge said fuel in a ne spray to said engine; an air horn comprising an air throttle valve, for supplying air to said intake manifold; and operator controlled means for adjusting said air throttle valve and said fuel metering valve; said atomizer comprising a nozzle having a casing, and a hollow valve piston slidable in said casing to control the position of ports in said piston that may be made to extend beyond said casing to supply a fine spray of fuel in said air horn, and means in said atomizer for controlling the position of said piston to increase and decrease, respectively, the exposed area of said ports in response to increased and decreased fuel pressure in said atomizer.

l2. A fuel injector for an internal combustion engine, comprising: means for supplying fuel at a pressure regulated in response to the air pressure in the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer connected to receive fuel from said metering valve and to discharge vsaid fuel in a line spray to said engine; an air horn comprising an air throttle valve, for supplying air to said inyaniram?? take manifold; land operator controlled means Yfor adjusting said air throttle valve and said fuel metering valve;

said atomizer comprising a nozzle vhaving a casing, and a hollow valve piston slidable in said casing to control the vposition of ports in said .piston 'that maybe made `to extend beyond said casing tosupplya .fine spray of fuel in said air horn, said casing having passages Yextending lengthwise therein and ending adjacent to said ports, and means for `providing a ow of air through said passages `past said ports to enhance Ithe atomizing of'thefuel Vemitted from said ports.

13. A fuel injector for an internal combustion engine, comprising: means for supplying 4fuel at a pressure regulated inresponse to the air pressurefin the intake manifold of the engine; a fuel metering valve connected to receive fuel from said supplying means; an atomizer for every two cylinders in said engine, each atomizer being positioned Ladjacent a pair of successive cylinders and connected to receive fuel from `said metering valve and rto discharge Vsaid fuel in a fine spray substantially equally to each `'of said pair of cylinders; an air horn-comprising an air throttle valve, for supplying air to -said intake manifold; and operator controlled meansifor adjusting said air throttle valve and said fuel metering valve.

14. A fuel injector for an internal combustion engine,

comprising: means for supplying fuel at a pressure regulated in response to the air pressure in thel intake manifold of the engine; a fuel metering valve lconnected to receive fuel from said supplying means; an atomizer'for every two cylinders insaid engine, each atomizer being positioned adjacent a pair of successive cylinders 'and connected to receive fuel from said metering )valve and to discharge said fuel lin a line spray to each of said pair `of cylinders; an air horn comprising an air throttle valve,

for supplying air to `said intake manifold; and operator -controlled means for adjusting said air throttle valve and Vsaid fuel metering valve; each said atomizer comprising a nozzle having a casing, a pair of passages lextending 'lengthwise in said casing on opposite sides thereof, means `for providing a ow of air through said passages, a'hollow valve piston slidablein said casing to Vcontrol the position Iof a pair of similar ports in said piston that may be made -fuel emitted from said ports to the respective adjacent cylinders.

References Cited in the leofths patent UNITED STATES PATENTS Udale Oct. 28, 1947 Sellers Aug. 2, 1955 

